Operating mechanism for railway car doors



July 16, 1968 'r. MADLAND ETAL 3,392,487

OPERATING MECHANISM FOR RAILWAY CAR DOQRS Filed April 8, 1966 5Sheets-Sheet 1 INVENTORS THORVALD MADLAND BY THEODORE z. HERR v7 M0WATTORNEYS July 16, 1968 T. MADLAND ETAL 3,392,437

OFERATING MECHANISM FOR RAILWAY CAR DOORS Filed-April 8, 1966 5Sheets-Sheet :1

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INVENTORS THORVALD MADLAND BY THEODORE Z. HERR W)? ATTORNEYS July 16,1968 'r. MADLAND ETAL 3,

OPERATING MECHANISM FOR RAILWAY CAR DOORS Filed April 8, 1966 5Sheets-Sheet 5 INVENTORS 3'1 5 THORVALD MADLAND THEODORE z. HERRATTORNEYS July 16, 1968 T. MADLAND ETAL OPERATLNG MECHANISM FOR RAILWAYCAR DOORS Filed April 8, 196 6 5 Sheets-Sheet 4 all" INVENTORS THORVALDMADLAND BY THEODORE Z. HERR v9" 5/2 W ATTORNEYS July-16, 1968 T. MADLANDETAL 3,392,437

OPERATING MECHANISM FOR RAILWAY CAR DOORS 5 Sheets-Shet 5 Filed April 6,1966 ATTOR N E YS United States Patent 3,392,487 OPERATING MECHANISM FORRAILWAY CAR DOORS Thorvald Madland, Arlington Heights, and Theodore Z.

Herr, Highland Park, Ill., assignors to The Youngstown Steel DoorCompany, Cleveland, Ohio, a corporation of Ohio Filed Apr. 8, 1966, Ser.No. 541,247 14 Claims. (Cl. 49-220) ABSTRACT OF THE DISCLOSURE Thisapplication discloses an operating mechanism for a plug type railroadcar door having a pair of rotatable pipes secured to the door withcranks on the ends of the pipes for moving the door laterally into andout of closed position. The operating mechanism includes a shaftrotatably supported on the door with transmission means operativelyconnected to the shaft so that rotation of the shaft results in rotationof the pipes and associated cranks. A brake on the shaft restrainsrotation of the shaft due to forces exerted against the inside of thedoor by lading within the car or by compression forces of a door gasketduring the major portion of the rotation of the pipes in at least theopening direction.

This application is directed to railway car doors and more particularlyto an operating mechanism whereby the door may be actuated to expose thedoor opening.

The conventional railway plug door is adapted to be received in a dooropening with the door being movable, in sequence, both laterally andlongitudinally of the car. Gaskets are ordinarily provided around theperiphery of the door and are adapted to be compressed against the frameof the door opening thereby to seal the opening. These gaskets are of arelatively rigid material which requires a substantial force to compressthe gasket. The usual operating mechanism for such doors has comprisedlevers secured to the rotatable pipes mounting the door on the railwaycar, with the levers providing means by which sufiicient mechanicaladvantage could be obtained to effect the compression of the gaskets asthe door is closed in the opening. However, the use of such levers foroperating the door has certain disadvantages particularly where the caris used for the transportation of grain and space limitations at thegrain terminals preclude the use of the normal lever actuated plug door.

It is an object of this invention to provide an operating mechanism fora door in which sufficient mechanical advantage to compress the gasketis obtained without the use of levers.

It is a further object of this invention to provide a leverlessoperating mechanism for a railway car plug door which employs a gear andcam mechanism for actuating the pipes and locking bolts on the door.

It is another object of this invention to provide a leverless operatingmechanism for a railway car door in which a brake is employed to preventback spin of the operating handle.

More specifically, this invention contemplates an operating mechanismfor a railroad car door comprising a pair of rotatable pipes secured tothe door, a shaft rotatably mounted on the door and an operating leversecured to one end of the shaft. A drive gear is carried by said shaftand a gear train in meshing engagement with said gear is employed toactuate cam means rotatably mounted on the door. The cam means includesr-od means interconnecting the pipes with the cam means whereby rotationof the operating lever imparts a corresponding rotation through the geartrain cam means to the pipes. A brake mechaice nism is supported on theshaft with the brake including a friction element effective in onedirection of rotation of the shaft to restrain rotation of the shaftrelative to the door.

Other objects and features will become more apparent upon a completereading of the following description and perusal of the drawings.

In the drawings:

FIG. 1 is a front elevational view showing the invention as it isincorporated in a railway car door;

FIG. 2 is a side elevational view taken along line 2--2 of FIG. 1;

FIG. 3 is a view taken along line 3-3 of FIG. 2;

FIG. 4 is a view taken along line 44 of FIG. 3;

FIG. 5 is a front elevational view of the clutch of FIG. 4;

FIG. 6 is a front elevational view showing a modification of theinvention;

FIG. 7 is a front elevational view showing a further modification of theinvention;

FIG. 8 is a view taken along line 8-8 of FIG 7.

Referring to FIG. 1, there is illustrated the invention as it isincorporated in a railway car plug door. The numeral 10 designates oneside wall of a conventional railroad car with a door opening 11 formedin the side wall. A laterally movable plug door, generally indicated bythe reference numeral 12, is adapted to be received in the door opening.The precise construction of the door may vary but, in general, the doorincludes metal sheathing 13 and peripheral sealing gaskets 14 which areadapated to be compressed against the edges of the door opening toprovide a seal when the door is closed.

To move the door laterally out of the door opening, there are providedspaced apart parallel vertical pipes 15, 16 rotatably secured on theexterior of the door by appropriate brackets 17. Secured to the upperend of the pipes 15, 16 are cranks 18, 19 which extend upwardly behindthe top door retainer 20. The cranks are provided with rollers 21 whichguide the door in its longitudinal movement and retain the top of thedoor in the proper position relative to the car. The pipes 15, 16 alsoinclude lower cranks 22, 23 which are journalled in roller hangers 24slidably received upon a track 25 thereby to facilitate the slidingmovement of the door longitudinally of the car.

As is well understood in the art, rotation of the pipes 15, 16 willcause a corresponding rotation of the cranks 18, 19, 22, 23 to withdrawthe door laterally from the door opening. An operating mechanism,indicated generally by the reference numeral 27, is provided forcontrolling the rotation of the pipes and cranks. The mechanism includesa shaft 28 which is rotatably supported between a base plate 29 on thedoor and a cover plate 30. A handle 31 is secured to one end 32 of theshaft 28. The mechanism also employs a gear train which includes apinion 33 secured to the shaft 28 for rotation therewith. The pinionmeshes with a gear 34 secured to a shaft 35. The shaft 35, like theshaft 28, is rotatably journalled on the base plate 29 and the coverplate 30. A second pinion 36 is secured to the shaft 35 adjacent thegear 34 and is in meshing engagement with a gear segment 37. The gearsegment 37 is rotatably supported on a shaft 38 with gear teeth formedonly over a portion of the segment 37.

Links 39, 40 are pivotally connected at 41, 42 to the gear segment 37.The links 39, 40 are pivotally connected to the end of connecting rods43, 44 respectively. A crosshead arrangement including a pair of slideguides 45 permits pivoting movement of links 39, 40 relative to rods 43,44 and also provides a guide support for reciprocation of rods 43, 44.Each of the connecting rods is pivotally connected to a clevis 48secured to the pipes 15, 16 whereby sliding movement of the connectingrods 43, 44 will impart a rotating movement to the pipes and cranks.

The gear segment 37 includes an arcuate cam surface 50 with the camsurface including a substantially radial terminal shoulder 51 at one endand a cam recess 52 at the other end. A cam follower 53 is pivotallysupported on pin 54 for pivotal movement toward and away from the gearsegment 37. A roller 55 is carried by the follower with the roller beingadapted to follow the cam surfaces 50, 51, 52. The cam follower furtherincludes a pin 56 pivotally interconnecting the follower with a verticallink 57. The vertical link 57 includes a cam slot 58 in which arereceived the nose portions 59, 60 of carn followers 61, 62 respectively.The cam followers 61, 62 are pivotally supported between the base plateand the cover plate and are also pivotally connected to the ends oflocking bolts 63, 64. The locking bolts are supported for longitudinalmovement and are adapted to be engaged with keepers 65 on the side wallof the railway car thereby to secure the door in the door opening.

In addition to the above described combination of elements, there isincluded a brake mechanism which is illustrated in FIGS. 4 and andcomprises a hub 70 rotatably supported on the shaft 28. The hub supportsa friction disc 71 which is interposed between opposed faces of abacking plate 72 and a pressure plate 73. The backing plate isinterconnected at 74 with the base plate 29. Spring biasing means 75normally clamps the friction disc 71 between the pressure plate and thebacking plate.

The shaft 28 is selectively coupled with the brake by a one way rollerclutch. This clutch comprises a plurality of recesses 76 formed in theinterior periphery of the hub 70. These recesses each include a radiallyinwardly converging cam surface 77. Disposed in each recess is a wedgingroller 78 with the roller having a diameter less than the maximum radialdimension of the recess 76 but greater than the minimum radial dimensionof the recess. A spring 79 is also disposed in each of the recesses 76with the spring acting against the roller 78 to bias the rollers towardthe converging end of the recess 76.

As will be appreciated, as the shaft 28 turns in a counterclockwisedirection, as viewed in FIGS. 1 and 5, the rollers 78 will tend to bewedged between the converging surface 77 and the exterior surface of theshaft 28 thereby coupling the shaft to the hub 70 and rendering thebrake effective to restrain rotation of the shaft 28. Rotation of theshaft 28 in the opposite direction will displace the rollers 78 to anonwedging position and the shaft 28 will rotate free of the brakingaction of the brake.

The above described mechanism is operated as follows: With the railroadcar spotted, the plug door is opened by rotating the handle in acounterclockwise direction. The rotation of the handle transmitsrotation through the gear train 33, 34, 36, 37, links 39, 40 andconnecting rods 43, 44 to the pipes 15, 16 and the cranks associatedtherewith. Rotation of the pipes causes a lateral withdrawal of the doorfrom the door opening. Simultaneously, rotation of the gear segment 37causes the cam follower roller 55 to be displaced from the recess 52which imparts a clockwise pivotaing movement of the follower 53 aboutthe pivot 54. As the follower 53 is pivoted, the vertical link 57 isdisplaced vertically which, through coaction of the followers 59, 60 andthe cam slot 58, imparts a clockwise pivoting movement to follower 61and a counterclockwise pivoting movement to follower 62. As thefollowers 61, 62 are pivoted, the locking bolts 63, 64 are retractedfrom locking engagement with their keepers 65 thereby releasing thedoor.

Lading such as grain will exert pressure against the door which will betransmitted through the cranks 18, 19, 22, 23 to the lever 31 tending tomake the lever spin out of control of the operator. However, the rollers78 operatively connect the shaft 28 to the hub 70 in thecounterclockwise direction of rotation of the shaft 28 and brake disc 71imposes a drag which dissipates the effect of the lading and preventsspinning of the lever 31. The brake is also effective to prevent anyback spin of lever 31 which may tend to occur as gaskets 14 expand froma compressed state when the door is opened. It should be noted that thedrag imposed by the brake mechanism is not sufiiciently great to imposeany difficulty in rotating lever 31 to open the door and the brake iswholly ineffective during closing of the door.

A modification is illustrated in FIG. 6 wherein like reference numeralshave been used to indicate the like parts. The segmental gear 37' shownin FIG. 7 is substantially the same as the segmental gear 37 in theembodiment of FIG. 1. However, a cam slot 50 is employed whichaccomplishes the same function as the cam surface 50.

In addition to the side locking bolts 63, 64 there is also included abottom locking bolt 81. The bottom locking bolt 81 is actuatedsimultaneously with the side locking bolts 63, 64 through a link 82which is connected at one end to the locking bolt 81 and at the otherend to the pin 56 interconnecting the follower 53 with the vertical link57.

The embodiment of FIG. 6 further includes a modified brake arrangement.In lieu of a friction disc there is a bracket 83 supported on the baseplate. Secured to the bracket is one end of a flexible friction strap orband 84 which is adapted to encircle a portion of the shaft 28. Theother end of the band includes a bolt 85 which extends through anaperture in the bracket 83 with a nut 86 threaded over the boltretaining a spring 87 between the nut and the bracket 83. The spring 87supplies tension to the strap 84 and tends to engage the strap with thesurface of the shaft. It will be appreciated that as the shaft isrotated in a clockwise direction, as viewed in FIG. 6, the drag impartedto the shaft by the band will be minimized and will be in opposition tospring 87. However, as the shaft is rotated in a counterclockwisedirection as viewed in FIG. 6, the frictional engagement between band 84and shaft 28 will supplement spring 87 resulting in a braking action.

A further modification is illustrated in FIG. 7 wherein side lockingbolts actuated from the follower 53 have been deleted and the bolts areactuated directly from the pipes 15, 16. In this construction, the sidelocking bolts 90 pass through guides 91 supported on the door, and maybe directly connected by a link to the clevises 92 on the pipes 15, 16.However, in operating doors against which a grain load is bearing, asubstantial load is imposed on each of the locking bolts. When aplurality of locking bolts are employed, a substantial force is requiredto withdraw the bolts to unlock the door. Moreover, it is necessary thatthe bolts have a limited travel due to the configuration of the bolt andthe door edge and also that the operation of the bolt take place earlyin the cycle of the withdrawal operation of the door. Accordingly, themechanism shown in FIGS. 7 and 8 has been devised to accomplish a rapidwithdrawal of the locking bolts under the full power output of the dooroperating mechanism. Specifically, this mechanism comprises a generallyU-shaped bracket 95 which is carried on the door adjacent to the guide91 for the locking bolts. The bracket includes a slot 96 in each leg ofthe U-shaped bracket. A link 97 is pivotally connected at one end to theclevis 92 on the pipe. A force multiplying link 98 is pivoted by a pin99 on the bracket 95 between the two legs thereof. A slot 100 is formedin the link 98 with the slotted portion of the link being receivedbetween a bifurcated portion of the link 97. A pin 101 is carried by thebifurcated portion of link 97 with the pin 101 being received in theslot 100 in the multiplying link 98 and the slots 96 in the arms of thebracket 95.

The locking bolt is pinned to the multiplying link 98.

From an inspection of FIG. 8, it is apparent that as the pipe 15 isrotated in a clockwise direction, the link 97 will be displaced so thatthe pin 101 traverses the slot 96. Due to the engagement of the pin 101in the slot 100, the multiplying link 98 will also be pivoted about thepin 99 causing a retraction of the locking bolt. Since the bolt isactuated directly from the pipe 15, there is a minimum of power lossand, due to the force multiplying effect of the link 98, a rapidretraction of the bolt is obtained.

It is to be readily appreciated that many modifications of theabove-described mechanism and modifications may be made. For example,the brake of the embodiment of FIG. 1 may be used with any of the otherembodiments herein described. So also, the band brake illustrated in theembodiment of FIG. 6 may be employed with any of the other embodiments.Moreover, the side locking bolts and the bottom lock bolts of thevarious embodiments may be interchanged so that any desired combinationof side lock bolts and actuating mechanism may be employed to performthe intended function.

We claim:

1. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

an operating mechanism for rotating said pipes;

said operating mechanism comprising a shaft rotatably supported on thedoor;

a lever secured to one end of said shaft;

transmission means supported on said door interconnecting said shaftwith said pipes whereby rotation of said shaft imparts correspondingrotation to said pipes; and

brake means on said shaft operable in response to forces exerted againstthe inside of the door to restrain rotation of said shaft during therotation of the pipes in at least one direction.

2. The combination of claim 1 wherein said transmission means comprisesa gear train including a pinion secured to said shaft;

gear means in meshing engagement with said pinion;

a gear rotatably supported on said door and in meshing engagement withsaid gear means; and

linkage means interconnecting said gear with each of said pipes.

3. The combination of claim 2 wherein each of said linkage meanscomprises a link pivotally connected to said gear;

a connecting rod connected at one end to one of said pipes; and

means pivotally interconnecting said link and rod.

4. The combination of claim 1 and including locking bolts slidablysupported on said door; and

means interconnecting said bolts with said operating mechanism.

5. The combination of claim 4 wherein said bolt connecting meanscomprises:

a rotatable cam supported on said door;

a cam follower in engagement with said cam;

a link movably connected to said follower; and

motion transmitting means interconnecting said link with said lockbolts.

6. The combination of claim 4 wherein said locking bolts includes avertically movable bottom locking bolt;

said connecting means further including a link secured to said movablelink at one end thereof and to said bottom locking bolt at the other endthereof whereby reciprocation of said movable link imparts acorresponding reciprocation to said bottom locking member.

7. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

an operating mechanism for rotating said pipes;

said operating mechanism comprising a shaft rotatably supported on thedoor;

a lever secured to one end of said shaft;

a pinion secured to said shaft;

a first gear rotatably supported on said door in meshing engagement withsaid pinion;

a second gear coaxial with said first gear and secured for rotationtherewith;

gear means rotatably supported on said door in meshing engagement withsaid second gear;

linkage means connected to each of said pipes; and

means connecting said linkage means with said gear means wherebyrotation of said gear means imparts reciprocation to said linkage means.

8. The combination of claim 7 wherein the linkage means for each of saidpipes comprises:

a connecting rod connected at one end to one of said a link pivotallyconnected at one end to said gear means;

means pivotally interconnecting the other ends of said link and saidrod;

a slide guide fixedly secured to said door;

said pivotal interconnection of said link and said rod being received insaid slide guide; and

means on said other end of said rod in sliding engagement with saidguide.

9. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

operating means on said door connected to said pipes for rotating thesame;

locking bolts slidably supported on said door; and

means interconnecting each of said bolts with one of said pipes;

said interconnecting means comprising a clevis secured to one of saidpipes;

a link pivotally connected to said clevis;

a bracket fixedly secured to said door;

a slot formed in said bracket;

a multiplying link pivoted on said bracket;

a slot formed in said multiplying link;

at least a portion of said slot in said multiplying link being inoverlapping alignment with said slot in said bracket;

said locking bolt being connected to said multiplying link; and

pin means carried by said first mentioned link;

said pin means being disposed in said aligned slots in said bracket andsaid multiplying link.

10. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

an operating mechanism for rotating said pipes;

said operating mechanism comprising a shaft rotatably supported on thedoor;

a lever secured to one end of said shaft;

transmission means supported on said door interconnecting said shaftwith said pipes whereby rotation of said shaft imparts correspondingrotation to said p p s;

brake means on said shaft operable to restrain rotation of said shaft inat least one direction of rotation thereof;

said brake means comprising a hub rotatably received over said shaft;

said hub including a plurality of circumferentially spaced recessesformed in the inner periphery thereof;

wedging means in said recesses;

each of said recesses including a cam surface converging radially inwardtoward the periphery of said shaft;

the maximum height of said wedging means being less than the maximumradial depth of said recesses and greater than the minimum radial depthof said recesses;

a friction disc carried by said hub;

a friction surface fixedly secured to said door; and

means biasing said friction disc into frictional engagement with saidsurface.

11. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

an operating mechanism for rotating said pipes;

said operating mechanism comprising a shaft rotatably supported on thedoor;

a lever secured to one end of said shaft;

transmission means supported on said door interconnecting said shaftwith said pipes whereby rotation of said shaft imparts correspondingrotation of said p p brake means on said shaft operable to restrainrotation of said shaft in at least one direction of rotation thereof;

locking bolts slidably supported on said door;

connecting means interconnecting said bolts with said operatingmechanism;

said connecting means including a clevis secured to at least one of saidpipes;

a link pivotally connected to said clevis;

a bracket secured to said door;

a slot formed in said bracket;

a multiplying link pivoted on said bracket;

a slot formed in said multiplying link;

at least a portion of said slot in said multiplying link being inoverlapping alignment with said slot in said bracket;

said locking bolts being connected to said multiplying link; and

pin means carried by said first-mentioned link;

said pin means being disposed in said aligned slots in said bracket andsaid multiplying link.

12. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

an operating mechanism for rotating said pipes;

said operating mechanism comprising a shaft rotatably supported on thedoor;

a lever secured to one end of said shaft;

transmission means supported on said door interconnecting said shaftwith said pipes whereby rotation of said shaft imparts correspondingrotation to said p p brake means on said shaft operable to restrainrotation of said shaft in at least one direction of rotation thereof;

said brake means comprising a bracket secured to said door adjacent saidshaft;

a friction strap secured at one end to said bracket and encircling aportion of said shaft; and

biasing means in engagement with the other end of said strap and biasingsaid strap into engagement with said shaft.

13. In a railway car door, the combination comprising:

a pair of rotatable pipes secured to the door;

crank means on either end of each of said pipes with said crank meansbeing adapted to be supported on the side of a railway car;

an operating mechanism for rotating said pipes;

said operating mechanism comprising a shaft rotatably supported on thedoor;

locking bolts slidably supported on said door;

means interconnecting said bolts with said operating mechanism;

a lever secured to one end of said shaft;

transmission means supported on said door interconnecting said shaftwith said pipes whereby rotation of said shaft imparts correspondingrotation to said P said transmission means comprising a pinion securedto said shaft;

a first gear rotatably supported on said door in meshing engagement withsaid pinion;

a second gear coaxial with said first gear and secured for rotationtherewith;

gear means rotatably supported on said door in meshing engagement withsaid second gear;

linkage means connected to said pipes;

means connecting said linkage means with said gear means wherebyrotation of said gear means imparts reciprocation to said linkage means;and

brake means on said shaft operable to restrain rotation of said shaft inat least one direction of rotation thereof.

14. The combination of claim 13 wherein said brake means comprises:

a hub rotatably received over said shaft;

said hub including a plurality of circumferentially spaced recessesformed in the inner periphery thereof;

wedging means in said recesses;

each of said recesses including a cam surface converging radially inwardtoward the periphery of said shaft;

the maximum height of said wedging means being less than the maximumradial depth of said recesses and greater than the minimum radial depthof said recesses;

a friction disc carried by said hub;

a friction surface fixedly secured to said door; and

means biasing said friction disc into frictional engagement with saidsurface.

References Cited UNITED STATES PATENTS 3,216,067 11/1965 Bailey 4922O XR3,332,168 7/1967 Madland 4922O KENNETH DOWNEY, Primary Examiner.

